Railway-traffic-controlling apparatus



(Left hand shet) May 3 1927. 1,626,949

R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed 11112.24. 1923 2 Sheets-Sheet l \D iNVENTOR RONALD A.MCACANN M4 ATTORNEY 3 l 1 626 949 May 927 R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 24. 1923 2 Sheets-Sheet 2 Fig; l, (Right hand sheet) A INVENTOR R0 NA LD A. Mc CANN M4. ATTORNEY Patented May 3, 1927.

UNITED sures v 1,626,949 PATENT OFFICE.

RONALD. A. no'cA N, or SWISSVALE, PENNSYLVANIA, ASSIGNOR To THE UNION swxrcn & SIGNAL COMPANY, 01 SWISSVKLE, IE'NNSYLVANIA, VA CORPORATION or PENNSYLVANIA.

RAILWAYamu'flo-ooNTnoLIING ArPARA'rUs.

Application nieanu ustm, 1923. Serial No. "659,103.

'My invention relates to railway t'rafiic controlling apparatus, and particularly to appa r atus of the type comprising means for s'upplying train governing energy to the trackw ay, and train-carried governing means controlled by such energy.

More specifically, the present invention relates to the trackway portion of such apparatus.

I will describe one form of apparatus enibodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings Fig. 1 (right and left hand sheets) is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawings, the reference characters l and 1 designate the track rails of a railway track A over which trafiic moves in both directions. These rails are divided by insulated joints 7 to form a plurality of track sections, of which only four sections 2-3, 34-, l5 and 56, are shown in the drawing. 7

Each track section is vprovlded w1th a track circuit, comprising a battery 8 connected across the rails adjacent one end of the section, and a track relay connecte across the rails adjacent the other end and designated by the reference character T w th a distinguishing exponent. In series w1th each battery 8 is the secondary ofpa transt'ornicr J, the purpose of which will be set forth hereinafter.

VVestbou'nd tr-ailic along the track A is overned by signals S and Si, whereas eastli'ound trafiic-a-lon-g the track is governed by signals S and S 2 Each of these signals is adapted to give three different indications, such as Proceed, Caution and Stop, and, as here shown, each signal is of the single arm three position semaphore type.

Each signal is immediately con-trolled by a line relay designated by the reference character H with the -same exponent as that applied to the signal. Each ofthese relays is of the polarized type, so that it is respon sivc to reversals of the polarity of the cur rent by which it is energized. Referring particularly to signal S, this signal is provided with a caution circuit which passes from battery B through wire 9, contact 19 or relay H wire 11, o eratin mechanism or signal s wire-i2, contact 1 of relay H and wires n and 15a battery B"). This relay H wire 18, operating mechanism "of signal S", wire 12, contact 13, and wires 14 and 15 to battery 13. When relay H is energized by current of what I will term normal polarity, the polar contact 17 is closed, so that signal S indicates proceed. When relay H is energized with current of what I 'will tei in reverse polarity, contact 17 1s op'enso that signal S then indicates caution. When relay H is deenergized, its neutral contacts 10 and 13 are open, so that signal S then indicates stop.

Each of the remaining signals S S and S controlled in a si mi larnianner by its associated line relay E, the proceed and cauti'on circuits of these signals being omitted from the drawing, however, for the purpose for simplicity.

Line relay H for signal S is provided with a line circuit which passes from ba'ttery B through pole changer P wire 19, contact 20 of track relay T wire 21, Contact 22 of track relay T wires 23 and 24, contact 25 of track relay T, wire 26, winding of relay H wires 27-, 28 and 29, Conn-non wire '0, wires 30, 31 and 32, and pole changer P to battery B Pole changer P is operated by signal S in such manner that when signal S indicates proceed "or caution, current of normal polarity is supplied to relay H so that signal S then indicates proceed; when, however, signal S indicates stop, current of reverse polarity is supplied to relay H so that signal S then indicates caution. Of course, if "any one of the track relays T '1 or T" isopen, the circuit just traced for relay H open, so that this relay is dee-ncrgized and signal indicates stop.

Signal S is controlled by relay H which'in turn is controlled by trafii'c conditions to the west of this signal through the medium of suitable apparatus which may, for example, besiinilar to. the apparatus for the control line relay H ex pin-med hereiabefere. Line relay H? for eastbound signal S is prcvided with a line circuit which passes from battery B through pole chan er Pg wire '33, contact '34 of track elay 1, 'wire35, contact 360 f a relay 3, W'if '37, and 38, Qt track relay T was All 39, winding of relay H wires 40, 31 and 30, common wire 0, wire 41 and pole changer P to battery B. Pole changer P is operated by a signal S, and in so far as this pole changer is concerned, the control of signal S is the same as the control of signal S explained hereinbetore. It will be noted, however, that the circuit for relay H mcludes a contact 36 of relay C, so that signal S will indicate stop whenever relay C 1s de-energized.

Relay C is provided with a circuit which passes from battery B, through pole changer P, wire 44, contact of track relay T wire 46, contact 47 of track relay T wire 48, winding of relay (3*, wires 49 and 41, common wire O and wires 29, 28 and 6t) and pole changer P to battery 13". It Will be seen, therefore, that relay C will be deenergized whenever track relay T or s open, that is, whenever there is a. train in section %5 or section 56. In other words, the line circuit for relay H is directly controlled by the track relays for sections 23 and 34, and is indirectly controlled through the medium of relay C by the track relays for sections 45 and 56, so that signal S indicates stop whenever there is a train between the points 2 and 6.

The line relay H for signal S is controlled by a circuit which is similar to the circuit hereinbefore traced for line relay \H. That is to say, relay H is controlled by contact 42 of track relay T contact 43 of relay T and by other apparatus to the east of the stretch of track shown in the drawing.

Relay C", corresponding to relay C is controlled in the same manner as relay C", in that the circuit for relay C includes contact 52 of track relay T and contact 51 of track relay T so that the westbound signal, located to the east of point 6, and corresponding to eastbound signal S is held in the stop position by a train between point and the signal in question.

The operation 0]": the apparatus thus far described is as follows:

As a westbound train approaches the stretch of track shown in the drawing, it will first place signal S at stop by operating the track relays to the east of point 6. As the train passes point 6 it will open t'ack relay T", thereby opening at contact 45 the circuit for relay C and the consequent opening of contact 36 of relay C will open the circuit for-line relay H thereby placing signal at stop. VAs the train passes signal S, it will place this signal at stop by opening track relay T and thereby opening the circuit for line rela- I H at contact 25. As the train passes point 3 it will allow relay C to close, and as the train passes signal S it will place this signal at stop, so that signal S will return to the caution position. hen the train reaches such point to the west of signal S that this signal moves to the caution position, signal in" will return to the proceed position.

An eastbound train passing through this stretch of track places signal S at stop as soon as it passes this signal, and it simultaneously will place signal S at stop. When the train passes signal S this signal will, likewise, move to the stop position, while signal S will remain in the stop position until the train passes point 6, that is, until relay C is allowed to close.

The apparatus thus far described constitutes what may be termed a signaling system in that it relates only to the control of the wayside signals 8. In addition to this appa atus I have provided means for supplying train governing energy to the track rails, such energy comprising an alternating track circuit current connected across the rails, and alternating line current connected to flow through the two rails in parallel. I will now proceed to explain the means for supplying such energy to the track.

Train governing energy is furnished by a generator F, which, as here shown, is of the three-phase type, the terminals being connected with wires 62, 63 and 64, respectively, of a transmission line M.

Located adjacent signal S is a relay the circuit for which passes from battery l5, through wire 58, winding of relay E wire 59, contact of line relay H and wire 61 to battery B Relay E controls the supply ot current to the primary of a transformer J, the circuit for which primary passes from the secondary of a transformer G through wires 65 and 66, contact 67 of relay E wire 68, back point of contact (if) of track relay T, wire 70, contact 71 of relay E wire 72, primary of transformer J wires 73 and 74, contact 75 of relay E and wires 76 and 77 to the secondary of trans former G. The primary oi transformer G is connected across wires 63 and 64 of the transmission line M. The secondary of transformer J is connected across the rails of track section 23 at the west end of this section. It follows that when energized and track relay T is de-energized, alternating current of what I will term normal relative polarity connected across the ails of section 2--3. This current constitutes the track circuit current of the train governing energy system. lVhen line relay H is de-energized, so that relay E is, lilZBWlSO, (ls-energized, the supply of energy to the primary of transformer J 3 is discontinued at contact 71 of relay E Track circuit train governing energy is supplied to the west end 01"- section 3-4 by a transformer J the secondary of which is connected across the rails of this section in series with the track battery 8, The circuit relay H2 is 1 oil for the primary of transformer J is from the secondary or transformer G through Wire s c5 and c6, contact -67 of relay E wire 68, front 'point of contact 69 of track relay T Wire 80, primary of transformer Wires 81 and 82, common Wire 0, Wires 30, 8'3 and 74, contact of relay E and Wires 76 and 77 to the secondary of transformer G". This circuit does not include contact 71 of relay E and so the instantancons relative polarity of the current sup lied to trensfonner J will depend on whether relay E is energized or de 'energ'i'zed, itbeii'ig noted "that the contacts '67 and 75 of this relay constitute a pole changer. This pole changing may be accomplished in other Ways if desired, such for example, as by a 'pole changer operated v mecl'w-nically by signal S. hen relay is energized, current of What I will 'teri'n normal relativcpoiari-ty is su plied to the rails of section whereas when relay E is de-ene r ized, current ct: what I'iyill term reverse relative polarity is sti plied to the rails of section 3-4;

The supply of track circuit train governmg energy to the ehist end of section is accomplished by a trsnsfo mer J, the primary of which is controlled by a relay E, which relay in turn is contrclled by line irelay H for signal S. When line relay H is energized, relay E is, likewise, energized, and the circuit for, the rimary of trans former J then passes from the secondary of transformer G through contact 84 of relay E", contact 85 of relay 0*, back point of contact 86 of track relay T contact 87 of relay 15* primary of transionner J, coirtact 88 o relay E and Wire 98 to the secondcry of transformer G. Track circuittrain governing energy is supplied to the 'east'end of section 2-3 by s transformer J, the car cui-t for the primary of which "itsses from the secondary of transformer through contact 84 of relay E, contact '85 of relay C, front point of contact 86 of track re-lay T primary oftr ansfor mer J, 'c'ommoii Wire 0, and Contact 88 of relay E to the sec onclary of transformer G. The instant aneous relative polarity of the current in this circuit is controlled by relay E, and so by line relay H for signal In at similar manner current is supplied to the West end of track section 5--6 by a "transformer 'J, the

primary circuit for which is controlled by a relay E ahd which relay-is inter-r11 contrailed by line rel' av Relay E also contrcls the supply oi? track circuit train gov earning current to the rimaryof a trans former J; the secondarybf which s pgz flies suchmuseums the west end of the section immediately to the east of point, 6 The supply" or track circuit triiiii governing current to the east end of section i'fi'lrnishe'd by atran s'former J 2 the primar circurt tor which "is continued-by ap'ptratcs to the cast of ,po'i'iitb, and, consequently, not shown in the drawin The supply of track circuit train gover ing current to section 4 '5 is controlled by two polarized relays D and D each of which is normally tie-energized. Relay'D* is controlled by contact 54: of relay C", the

circuit for relay 1) being from battery B through pole changer P wire 19, contact 20 of track relay T Wire 21, contact 22 of track relay T wires 23 and 53, contact 54 of relay C, Wire 55, Winding of relay D, Wires 56 and 41, common Wire 0, Wires 30, 31 and 32, and pole changer P to battery B". It Will seen, therefore, that when relay C is cleenergized, relay 1) is connected in the circuit of line relay H in multiple with the ls'it terfr'elay, so that relay-D is then conti'oli'ccl in the same manner as relay H in so far as concerns tlji'e polarity of the current supplied thereto. That is to say, relay l)* will be esergi'zed by current ciz'nornml polarity when sigma S indicates {proceed or caution, anti by current of reverse polarity when signal S ihdicz'ite's stop.

When relay 0 is energized in nor-m1 direction, current is supplied to the primary oftrunsformer' J by a circuit which passes from the secondary of transformer G uncug'h wires 89 and 90, polar contact 91 of relay D, wire 92, neutralc'ontact 93 of relay D, Wire 94, primary of transformer J Wire 95, polar contact 96 of relay D and wires 97 and 98 to the secondary of transformer G. The secondary or transformer J is connected across the rails o l section 45 at the west end of this section, The polar contacts 91 and 96 of rela D* constitute a pole changer by virtue oi which the current supplied to wassiormer J is of normal or re Verse relative polarity, according as relay 13* is in normal or reverse direction. 7

Relay is, lflK GWlSQ, normally lechergiZed, b u't is controil'c'd in such manner that when relay C is de-enei'gizccl relay is connected to the circuit of line relay H in lriultiple with the latter rela Relay D when energized, supplies track circuit train governing current to t-ransform'er J which trai'isform'e-r in turn su plies such current to the rails of section &'-'5 at the ri=ght hand e'nd of this section. The relative polarity of this current iscont rolled by the polar contscts of relay DQih the same manner as explained hefeinbefore in connection with re lay D.

I The line current element of the train governihg' 'aiergysystem is furnished by transformers L, "which in turn are sup lied with current by transformers K, each of Which is connected across thelin'e Wises 62 and 63- the t-IBfi'nilSSiGii line Ml, S6 that the line current is displaced in "phase from track iecuit current Referring partials l 'rlytc' the circuit for th-e 'im i so Cir

current for this section passesfrom secondary 99 of transformer L through wire 100, thence through the two halves of resistance 101 to the two rails of section 2-S, through these two rails in multiple to the two halves of resistance 102, and thence through wire 103 to secondary 99. rent is constantly supplied to the rails of section 23 in multiple.

In a similar manner alternating line current is constantly supplied to the rails of section 3-l by secondary 10% of transformer L" to the rails of section 4l--5 by a secondary of transformer L and to the rails of section 5 6 by secondary 106 of transformer L The apparatus shown in the accompanying drawing is intended for co-operation with train-carried governing mechanism arranged to operate as follows:

When the train occupies a section of track which is supplied with line current and with track circuit train governing current of normal relative polarity, a proceed indication is given aboard the train; when the train occupies a section of track which is supplied with line currentand with track circuit irain governing current of reverse relative polarity, a caution indication is given aboard the train; and when the train occupies a section of track from which the supply of either line current or track circuit train governing current is discontinued, a stop indication is. given aboard the train.

Assuming now that an eastbound train passes through the stretch of track shown in the drawing, it will be noted that as soon as such train enters section 23, it will re ceive track circuit train governing current from transformer J. As the train enters section 34, it will tie-energize track relay T thereby closing at contact 86 the circuit for transformer J so that the train will receive track circuit train governing energy from this transformer. The opening of track relay 'I will also de-energize relay C, which in turn will energize relay D and this condition will be maintained as the train passes through section 4l-5, so that while in the latter section the train will receive track circuit train governing energy from transformer J In section 5-6 the train will receive similar energy from trans former J which is controlled by apparatus to the east of the stretch shown in the drawing.

A westbound train entering section 5-6 will (lo-energize track relay T so that such train will receive track circuit train gow erning energy from transformer J The opening of track relay T will de-energize relay G which in turn causes relay D to become energized, and this condition will be maintained while the train passes through In other words, alternating line cursection 4-5, so that while in the latter section the train will receive track circuit train governing energy from the transformer J As the train passes through sections 3- 1: and 23 it will receive track circuit train governing energy from transformers J and J respectively.

While a westbound train is in section 5 (3, the supply of track circuit train governing energy will be discontinued if signal S is at stop, because under such conditions relay H is de-energized, relay E is accordingly de-energized, and the circuit for the primary of transformer J is open at contact 108 of relay lVhile a westbound train is in section l:5, the relative polarity of the tack circuit train governing current supplied to, such train is controlled by relay D*, which in turn is controlled by pole changer P so that if signal S is at stop the energy supplied to the train will be of reverse relative polarity, thereby causing a caution indication on the train. In section 34 the relative polarity of the track circuit train governingenergy supplied to a westbound train is determined by pole changing relay E so that if signal S is at stop a caution indication will still be given aboard the train. When a westbound train is in section 23 a stop signal will be given aboard the train if si nal S is at stop, because at such time the circuit for trans former J will be open at contact 71 of relay E The control of the relative polarity of the track circuit train governing energy supplied to an east-bound train will be under stood from the foregoing without further explanation.

One important feature of my invention is the control of the primary of transformer J by auxiliary relay D, which in turn is controlled by pole changer P over a portion of the line circuit for relay H By means of this apparatus I am able to eliminatethe necessity for an additional line wire through section 3-4 for the control of the primary of transformer J Similarly, by virtue of the control of transformer J 8 by relay D which in turn is controll d by a portion of the line circuit for relay H, I am able to eliminate the neces sity of an additional line wire through section 56.

Although I have herein shown and described only one form'of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention what I claim is:

1. In combination, a stretch of railway track provided with track circuits, two sigill?) nals governing traiiic in one direction along said track, means for controlling the rear signal by the forward signal and by the intervening track circuits, normally inactive means controlled by a portion of the controlling means for the rear signal for supplying train governing energy to the track in advance of the rear signal, and means controlled by a train approaching said rear signal for rendering said last mentioned means active.

2. In combination, a portion of railway track over which traffic moves in both rections, an eastbound and a Westbound signal for said portion, track circuits for said portion, a circuit for said westbound signal controlled by said track circuits and by traffic conditions to the west of said portion of track, an auxiliary relay, means controlled by said relay for supplying train governing energy to the track in advance of said westbound signal, and means controlled by a westbound train approaching said westbound signal for placing the eastbound signal at stop, and connecting said auxiliary relay with the circuit for said westbound slgnal.

3. In combination, a portion of railway track over which trafiic moves in both directions, an eastbound and a westbound signal for said portion, track circuits for said portion, a polarized relay for said westbound signal, a circuit for said relay controlled by said track circuits and including a pole changer controlled by traffic conditions to the west of said portion of track, a second polarized relay, a third relay normally energized and operating when de-energized to place said eastbound signal at stop and to connect said second relay with the circuit for the first relay, means controlled by a westbound train approaching the westbound signal for tie-energizing said third relay, and means controlled by said second relay for supplying train governing energy to the track in advance of said westbound signal.

l. In combination, a portion of railway track provided with track circuits and with a signal, a circuit for said signal controlled by said track circuits and by traflic conditions beyond said portion of track, a normally de-energized relay operating when energized to supply train governing energy to a part ofthe track in advance of said signal, and means controlled by a train in the rear of said signal approaching the signal for connecting said relay with the circuit for said signal. 1

5. In combination, a portion of railway track over which traffic moves in both direc' tions, an eastbound and a westbound signal for said portion, track circuits for said portion, a polarized relay for said westbound signal, a circuit for said relay controlled by said track circuits and including a pole changer controlled by traflic conditions to the West of said portion of track, a second polarized relay, a third relay normally energized and operating when tie-energized to place said eastbound signal at stop and to connect said second relay with the circuit for the first relay, means controlled by a westbound train approaching the westbound signal for de-energizing said third relay, means controlled by said second relay when thus connected with said circuit for supplying train governing energy to the track circuit immediately in advance of the west bound signal the polarity of such energy depending on traffic conditions to the west of said portion of track, and other means controlled by trafiic conditions to thewest of saidportion of track for supplying train governing energy to the remaining track circuits in said portion.

'6. In combination, a stretch of railway track provided with track circuits, two signals governing trafiic in one direction along said track, means for controlling the rear signal by the forward signaland by the intervening track circuits, and means controlled in part by the said controlling means for such rear signal and set into operation by a train moving in said one direction approaching said rear. signal for supplying train governing energy to a portion of the track in advance of the rear signal.

In testimony whereof I aflix my signature.

RONALD A. MCGANN. 

